Directionally-controlled signal system



R. J. HEWETT. DIRECTIONAELY CONTROLLED SIGNAL SzYSTEMi APPLICATION FILED !Al1.I6,1918- Patented May 31, 1921.

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SPA H TORNEY .u N mm A M J J \x k u u a R. J. HEWETL DIRECTIONALLY CONTROLLED SIGNAL SYSTEM.

APPLICATION FILED JAN. 16, I918.

Patented May 31, 1921.

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E; X INVENTOR.

TTORNEY UNITED STATES ROBERT J. HEWETT, OF WESTFIELD, NEW JERSEY,

DIRECTION ALLY-CONTROLLED SIGNAL SYSTEM.

rescues.

Specification of Letters Patent.

Patented May 31, iaei.

Application filed January 16, 1918. Serial No. 212,021.

I! '0 (4. 6 10 item it may concern Be it known that 1, ROBERT J. Hnwn'rr,

a citizen of the United States, residing at Vestfield, in the county of Union and State of New Jersey, have invented certain new and useful Improvements in Directionally- Controlled Signal Systems, of which the following is a full, clear, and exact description.

This invention relates to absolute permissive or directionally-controlled automatic block-signal systems, such systems being particularly adapted for use upon single stretches of single track over which traiiic proceeds in both directions.

One of the objects of the invention is to provide a system of this character in which the absolute and permissive control of the signals is obtained by means of a. polar selective relay which ispreferably arranged so that in its normal. condition it provides for the permissive control and in its reverse condition it provides for the absolute or through control.

It is also an object of the invention to provide a system in which the polar selective relay may be positioned adjacent a signal which is located one or more blocks in advance of the point at which the train enters the stretch of track.

Further objects or the invention will be apparent from the detailed description hereinafter to follow when taken in conjunction with the accompanying drawings and the novel features of the invention will be partieularly pointed out in the appended claims.

In the drawings:

Figures 1 and 2, taken together, show diagrammatically one embodiment of the in vention.

The embodiment of the invention disclosed is suitable for the requirements of a short block between two passing sidings W and X, there being a pair of intermediate signals 11 and 12 providing for the permissive control of the traffic. The signal 11, as well as the signals 9 and 13 at the ends of the block control the traflic in one direction, as for example. west bound traffic. In the same manner, the intermediate signal 12 and the end signals 10 and 14 control the traflie in the opposite direction, as for example, the cast bound traffic.

The line control circuits for these signals are of the usual polarized type, the signals being three-position indication signals, the

indications being zero, 45 and 90, as is the usual construction, the 90 position indicatng clear or proceed, the 45 position indicating caution or proceed with cantion and the zero position indicatin Stop. b

Referring first to the line control circuits for the intermediate signal 11, which is a west bound signal, the circuit for this signal is as follows: from line control relay L at signal 11, line wire 60, contact 61 of track relay R wire 62, contact 63 of track relay It wire 164, contact 165 of track relay R w1re 1.66, positive pole changer P actuated by signal 9, wires 167 and 168, battery 13", wire 169, negative pole changer N actuated by signal 9 and the common wire 0 back to the common terminal of the line relay L at the signal 11. v The control circuit for the west bound signal 13 at passing siding X is as follows: from line control relay L wire 260, contact 261 of track relay R wire 262, contact 63 of track relay R wire 64, polar contact 65 of west bound selector relay S, wire 66, positive pole changer P which is actuated by signal 11, wires 67 and 68, battery B wires 69 and 70, negative pole changer N actuated by signal 11 and the common wire C back to line relay L The line control circuit for the west bound signal 9 is only partially shown, the circuit starting from line relay L passing by wire 160 to contact 161 of track relay R and by wire 162 to the block to the west of the signal 9. The line control relays L L and L of the Westbound signals are of a type known as neutral polar relays and govern the motor circuits of the signal as will be explained in conjunction with the west bound relay L. This relay is provided with a neutral armature which, when energized, will hold its front contacts 52, 32 and 40 closed and when dei nergized will open these front contacts and will close the back contacts 42 and 43. The relay also controls a polarized armature and contact 56 which is in open or closed position depending upon the direction of current which is passed through the magnet 1 The direction of current through the line relay L is controlled by the pole changer N and P actuated by the west bound signal at the passing siding for, as has been already described, the circuit for the line control relay L passes through this pole changer and the battery B. This pole changer at the signal 9 and at the other signals in the system is so constructed that when the signal 9 is in its either 4:5 or its 90 position, the pole changer will be in its normal position as is shown in the diagrammatic view and therefore current of normal direction will pass from the-battery 9 to the line relay L to energize this relay in its normal magnetic condition and therefore hold its polar contact 56 closed.

When the line relay L is energized in its normal condition, the motor circuit which holds the signal 11 in its 90 position will be closed, the motor circuit being as follows: from the positive terminal of the battery 13, wire 68, wire 31, wire 51, contact 52, wire 55, polar contact 56, wire 57 to the 90 motor movement (not shown), wire 54:, wires and 69 to the negative terminal of the battery 13. The motor circuit controlling the 45 position of the motor is also closed, this circuit being as follows: from the positive terminal of the battery 13, wire 68, wire 31, wire 51, contact 52, wire 53 to the 45 motor movement of the signal (not shown), wire 5%., wires 70 and 69 to the negative side of the battery B It will, therefore be seen that the motor circuit for the 45 position is closed through the neutral contact 52 of the line relay 1, but the 90 position is controlled not only by the neutral contact 52, but also by the polar contact 56 requiring that the line relay L be energized by current of the normal direction to close the polar circuit to the 90 position, as is shown in the drawing.

The line control relay L at the signal 9, is also provided with motor circuits, the 425 position of which is controlled by the neutral contact 152 and the 90 position of which is controlled by the neutral contact 152 and the polar contact 156. In the same manner, the motor circuits for the signal 13 are controlled by the neutral contact 252 and the polar contact 256.

As before stated, the line control relay L is controlled by the polar contact 65 of the polar selector relay 8. This polar selector relay is in turn controlled by a local pole changing circuit at signal 11 which is controlled by the line relay L, the circuit beingas follows: from positive terminal of the battery B wire 68, wire 3]., front contact 32 of line relay L wire wire 34-, polarized relay 8, wire 35, con tact 36 of track relay It, wire 37, circuit controller 38 of the west bound signal 11, wire 39, front contact 40 of line relay L and wires 11 and 69 back to the negative terminal of the battery B. When the line relay L is energized and the front contacts 32 and 40 of line relay L closed, the polar selector relay S will be energized in its normal condition to close the polar contact 65. On the other hand, when the line relay L is de'energized, the front contacts 32 and l0 will be open and the back contacts and closed, which will reverse the current flowing from the battery B through the polarized relay S, the circuit now being as follows: from the positive terminals of the battery B wire 68, wire 31, back contact 42, wire 39, circuit controller 38, wire 37, contact 36 of track relay R wire 35, polarized selector relay S wire 34, back contact e3, wires 41 and 69 to the negative terminal of the battery 13 This energizatior. of the polarized relay S by a current of reverse direction, will cause the reerse magnetic condition of the magnet S to open its polar contact 65. The result of opening the contact 65 is to open the circuit to the line control relay L of the west bound signal 13 and since the neutral contac" 252 is thereby opened the motor cir cuits to both the 45 and 90 position of the signal will be broken and this signal will drop to indicate longer or stop.

Referring now to the circuits which control the east bound signals 10, 12 and 14, the line control circuit for the east bound signal 16 is similar to the line control circuit for the west bound signal 13, or in other words, the control circuits for the line relays L and L are similar with the exception that they extend in opposite directions. The circuit for the line control relay L is as follows: wire 120, contact 121 of track relay R line wire 122, cont-act 23 of track relay R wire 24, polar contact 25 of east bound polar selector relay 8, wire 26, positive polar changer P of signal 12, wires 27 and 28, battery 13, wires 29 and 30. negative pole changer N of signal 12 and the common wire 0 back to the common terminal of the line control relay L The control circuits for the east bound signal 12 is similar to that of the west bound signal 11 with the exception that it extends in the opposite direction and is as follows: from line relay L wire 20, contact 21 of track relay R line wire 22, contact 23 of track relay R line wire 22 1, contact 225 of track relay R wire 226, positive pole changer P of signalld, wires 227 and 226, battery B wire 229, negative pole changer N at the signal l i and the common wire C back to the line relay L.

The cast bound polarized selector relay Fi is controlled by a local polo changing circuit which is operated by an east bound line relay L and is similar to that of the west bound polarized selector relay 3, with the exception that it is controlled by the track relay it instead of being controlled by the track relay 1%, the circuit being as follows: positive side of battery 13, wire 28, wire 31, front contact 32 of line relay L wire 33, vire 34:, selector relay S wire 35, contact 36 of track relay R wire 37 to circuit controller 38 of signal 12, wire 13Q 39, front contact 40 of line relay L wire d1, wire 29 to battery B The current through this relay S is also reversed when front contacts 32 and s are opened and back contacts 42 and a3 are closed. control circuit for line relay L is similar to the control circuit for line relay L The motor circuits for the east bound signals 10, 12 and 1e are in all respects similar to the motor circuits for the west bound signals, the 90 position of the signals being controlled by both the neutral and polar contacts and the 45 position being controlled by the neutral contact alone.

It is believed that with this preliminary discussion of the circuits, the invention will now be clear if described in conjunction with the movement of a train over the track sections forming the stretch of track between the sidings W and X, it being understood that this section of track is divided into track sections which have been designated T T T T T T and T each track section being provided with the usual t 'ack battery and the track relays R R R R R and R respectively. Assume now that an east bound train enters the track sections at. the passing siding W and consider first the action of the presence of this train upon the west bound signals which should be moved to their stop positions to give the absolute control. The entry of an east bound train into the track section T will open the circuit 01' line relay L and the signal 9 will go to danger. The entry of the east bound train into track section T will cause the contact 165 controlled by the track relay R to fall and hence open the circuit of the line control relay L at the signal 11. The deenergization of the line control relay L will cause the front contacts 32 and 40 to open and the back con tacts 42 and 43 to close. These contacts as before described serve as pole changers for the polar selector relay S and will therefore reverse the current'through this relay to cause it to positively open its polar contact 65. The result ot' opening the circuit at the polar, contact 65 is to open the circuit to the line control relay L which passes through this polar contact. lVhen line control relay L is deenergized both motor circuits through the signal 18 will be broken and the signal will fall to its stop or danger position. The signal 11 also will have dropped to its stop or danger position, since, as before described, the circuit to the line control relay L has been opened at the contact 165 by the deenergization of the relay R When the west bound signal 11 goes to its stop position, its circuit controller 38 will be changed to its open position which takes place after the signal has passed below its 45 position and the local pole changing circuit to the selector relay The line S will then be held open at this point. The deenergization of the polar relay S at this time will have no effect upon the operation of the system, since the permanent netic member will remain open, it being understood that once the polar contact 65 is opened by a reverse current passing through the selector relay S the contact remains open until current of a normal direction is again passed through the relay. Moreover the interval elapsing from the time of closing the back contacts 4&2 and 43 of the line control relay L until the opening of the circuit controller 38, is of suiiicient duration, to cause the reversed current passing through the selector relay S to open its contact 65.

It will therefore be seen that just as soon as an east bound train enters the track section T both the west boundsignals 11 and 123 will move to their danger or stop positions. These signals remain in their danger or stop positionswhile the east bound train is in traclrsections T and T since the circuit for the line relay L is controlled by the contacts 61 of R and the contact 63 of R in the same man nor as it is controlled by the contact165 of R, as has been described.

As the train enters the track section T the contact 36 of track relay R will open the circuit of selector relay S which will prevent this polarized relay from being reversed when the east line control relay L drops and the signal 12 goes to stop, it being clear that the circuit for the line control relay L is controlled by the contact 21 of track relay P. and it the circuit of the polar selector relay S were not open at the contact 36, the closing of the back contacts 42 and 41-3 of the line relay L would cause a reversal of current through the polar selector relay S. In order to insure that the circuit to the selector relay S will be open at the contact 36 prior to the closing of the back contacts 22 and T3 of line relay L the line relay is preferably a slow releasing relay, it being understood, however, that the line relay L will release prior to the movement of the circuit. controller 38 from its 90 position to a position below its 45 position.

When the east bound train leaves the track section T track relay It will close its contact 36, but the circuit controller 38 for the signal 12 being open since this signal has dropped to its zero position when the circuit to the line relay L was broken at the contact 21 of track relay R no current will flow from the battery B through the selector relay 8 which will therefore remain deiinergized, its polar contact 25 remaining in its normal or closed position.

However, when track relay R again becomes energized, its contact 23, which is included within the circuit of the line control relay L will complete the closing of the circuit through'this line control relay, which will close the 4r-5 motor circuit for the signal 10. This is true because a cur rent oil? reverse polarity ispassing through the line control relay L due to the fact that the signal 12 is now in its stop position and its pole changers l? and N, which are now reversed, are included in the circuit of the line control relay L The reverse current through this relay maintains its polar contact which controls the 90 motor position open, and this holds signal 10 at 45. This gives the permissive signal to a following east bound train.

As the train passes through the track sections T and T the selector relay S will remain deenergized since the control circuit for this relay is controlled by circuit controller 38, now open, of signal 12 whose line relay L is controlled by the track relays of these respective track sections. However, when the east bound train clears out of track section T, the closing of the contact 225 of track relay R will close the control circuit for east bound. line control relay L which will now become energized and by closing its contact 52 will close the motor circuit for the 15 position of the signal 12, it being understood that the polar contact 56 of the line relay L is not closed because current of reverse direction passes through the line control relay L due to the fact that the presence of a train in the track section T causes the signal 14 to drop to its stop position, which will by virtue of its pole changer reverse the direction of current in the line control circuit for the relay L rlowever, the movement of the signal 12 to its 45 position will again close the circuit controller 38 at the signal 12 which will restore the normal energized condition or" the selector relay S.

It should, therefore, be noted that while an east bound train is in the track sections T, T and T, the selector relay S is deenergized and cannot be reversed, and its polar contact 25 remains closed.

As previously explained, the presence of an east bound train in track section T causes the west bound selector relay S of signal 11 to be reversed and its polar contact (35 moved to its open position for holding the west bound absolute signal 13 at stop. This reverse condition of the selector relay S will continue until the east bound train has cleared out of track section T. This is true because when the east bound train is in track sections T, T and T, the line control relay L remains de'elnergized,since contact 165 of track relay R contact 63 of track relay R and contact 61 of track relay R are successively opened. When the ea t u d tra n clears out of track section T track relay R by closing its contact 61 will close the control circuit for the west bound control relay L and this control circuit will then again be energized. The energization of line control relay L will cause its neutral contact 52 to be closed to clear the signal 11 which is the regular operation since the train has now passed beyond this signal.

The energization of the line control relay L will also open its back contacts 42 and 4-3 and close its front contacts 32 and 40, which will partially restore the normal condition of the pole changing circuit for the west bound selector relay S However, the deenergized condition of the track relay It will, by holding its contact 36 open, prevent the west bound selector relay being restored to its normal energized condition until after the train has passed out of track section T when its polar contact 65 will be closed. The absolute west bound signal 13, however, remains at dan 3;er until the east bound train passes out of track section T since the contact 261 of track relay R controls this circuit. When the train passes out of track section T the closing of this contact will energize the line relay L and clear the signal 13.

F or a west bound train the east bound selector relay S operates in the manner similar to the one described for an east bound train, and is as follows: lVhile the west bound train is in the track sections T, T and T the deenergized condition of the east bound line relay L at the signal 12 will, by its back contacts 42 and 32, cause the current through'the selector relay S to be reversed and its contact 25 will be moved to its open position and held open. The opening of this contact by the deenergization of the line relay L causes the east bound signal 10 to go to its stop position. Vhen the west bound train clears out of track section T, the east bound line relay L will be again energized which will restore the east bound selector relay S to its normal condition.

The embodiment of the invention described is suitabl for a short block section between two passing sidings where a pair of intermediate signals, such as 11 and 12, are alone necessary. For longer blocks any number of intermediate signals in either single or double locations may be used, and it is not the intention to limit the invention to the embodiment shown but only by the scope oi the claims appended hereto.

1 claim:

1. In an electric railway signal system, a stretch of single track divided into track sections, two signals along said track for governing traflic in one direction, means including a line relay for controlling each of said signals, means including a polarized relay for causing the operation of the signals in one order when a train passes along the trackway in the direction governed by said signals and in a diilerent order when the train passes along the trackway in the opposite direction, and means operated by the train upon entering the stretch while traveling in said opposite direction and located at a point in advance of the train for controlling the polarized relay.

2. In an electric railway signal system, a stretch of single track divided into track sections, two signals along said track for governing trailic in one direction, means including a line relay for controlling each of said signals, means including a polarized relay for causing the operation of the signals in one order when a t'ain passes along the trackway in the direction governed by said signals and in a different order when the train passes along the trackway in the opposite direction, and means operated by the train upon entering the stretch while traveling in said opposite direction and located at a point in advance of the train for controlling the polarity of the polarized relay.

8. In an electric railway signal system, a stretch of single track divided into track sections, two successive signals along said track for governing traffic in one direction, the rear signal being at the entrance to the stretch in the governed direction and the advance signal being at an intermediate point in said stretch and being responsive to the condition of the track in advance thereof, a line relay in control of each signal, a polarized relay in control of the line relay for the rear signal, and means for reversing the current through the polarized relay when a train enters the stretch of track in one direction only.

4. A railway signal system comprising a stretch of track, a plurality of signals along said track for governing trafiic in one direction, a line relay in control of each signal, one relay being responsive to the condition of the track in advance of its signal, and a polarized selector relay the polarity oi which is controlled by the said line relay and which is arranged to control the line relay in the rear.

5. A railway signal system comprising a stretch of track, a plurality of signals along said track for governing traiiic in one direction, a line relay in control of each sig nal, one relay being responsive to the condition of the track in advance of its signal, a polarized selector relay the polarity of which is controlled by the said line relay and which is arranged to control the line relay in the rear, and means controlled by the train for deenergizing the polarized relay before the line relay operates to reverse the polarity of the polarized relay when the train passes through the stretch oi track in the direction governed by said signals.

6. In an electric railway signal system, a stretch of single track divided into track sections, a plurality of signals along the trackway, track relays for said sections, polarized line relays having their circuits controlled by said track relays, line circuits for said line relays, pole changers actuated by said signals and included in said linev circuits, a polar relay having its polar contact included in one of said line circuits, and a local circuit for the magnet of said polar relay including pole changes controlled by another of said line relays.

7. In an electric railway signal system, a stretch of single track divided into track sections, a plurality of signals along the. trackway, track relays for said sections, polarized line relays having their circuits controlled by said track relays, line circuits for said line relays, pole changers actuated by said signals and included in said line cir cuits, a polar relay having its polar contact included in one of said line circuits, and a local circuit for the magnet of said polar relay including pole changers controlled by another of said line relays, said local circuit being also controlled by the signal eontrolled by said last named relay.

8. In an electric railway signal system, a stretch of single track divided into track sections, a plurality of signals along the trackway, a polarized line relay for each signal having neutral and polar contacts controlling said signal, line circuits for said relays controlled by track relays of said track sections and by pole changers at a signal in advance, whereby a train passing through the stretch of track in a normal direction successively controls said signals, a polarized selector relay for controlling the line circuit at the beginning of the stretch of track, and means controlled by a train entering the track section at the end 01. the

stretch of track and in the opposite direction for controlling the polarity of said selector relay.

9. A railway signal system comprising a stretch of track divided into blocks, a plurality of signals along said track for governing traflic in one direction, a track relay for each block responsive to the condition of the block, a line relay in control of each signal, one relay being responsive to the condition of the track in advance of its signal, a polarized selector relay arranged in control of the line relay in the rear, and a local circuit for the selector relay including a pole changer controlled by the first line relay, the local circuit being also controlled by an adjacent track relay.

10. A railway signal system comprising a stretch of track divided into blocks, a plurality of signals along said track for gove'rning tratfic in one direction, a track relay for each block responsive to the condition of the block, a line relay in control of each signal, one relay being responsive to the condition of the track in advance of its si nal, a polarized selector relay arranged in control of the line relay in the rear, and a local circuit for the selector relay including a pole changer controlled by the first line relay, the local circuit being also controlled by an adjacent track relay, the first l ne relay being slow acting relative to said track relay.

11. A railway signal system comprising stretch or" track divided into sections, a plurality of signals along said track for governing traflic in one direction, one signal for each section, a relay in control of the first signal, a normally closed line circuit for the said relay, a polarized relay in control of said line circuit and operative to open the circuit when its normal polarity is reversed,

and means for reversing the polarity of the polarized relay operated by the entrance of a train into the stretch of track in a direction opposite that governed by said signals. 12. In an electric railway signal system, a stretch of single track divided into track sections, a plurality of signals along the trackway, a polarized line relay for controlling each signal, line circuits for said relays controlled by track relays and pole changers at the signals, and means for effecting an additional control or one of said line circuits comprising a polarized relay and a circuit for said relay at an intermediate signal, said circuit having a pole changer therein controlled by the line r lay of said last named signal, and said circuit also having a circuit controller therein controlled by said last named signal.

In witness whereof I subscribe my signature.

ROBERT J. HEWETT. 

